As a result of a first-of-its-kind exercise for NJ Transit, the agency is proposing cuts in 11 bus lines, which NJT says are little-used compared to the majority of its bus services; Mike Frassinelli reported the proposed cuts in the Star-Ledger (May 15). NJT’s review of its bus operations involved an ”inward look” using metrics to find ways to better allocate its resources; the new initiative is said to stem from NJT’s “Scorecard” user-input survey program. The 11 bus routes targeted average 14 customers per hour, compared to the systemwide average of 24. Also, the average subsidy per passenger on these routes is a whopping $4.87, compared to a systemwide average of $1.29. Five bus lines would be eliminated completely: routes 42, 43, 75, 78, and 93; six others would have services “adjusted”: for example, the lightly-used University Heights branch of route 258 would be eliminated, but the rest of the 258 service would be unaffected. Savings of $3.1 million are forecast from the changes; but $1 million would be reinvested in new projects, including 24-hour bus service between Newark Penn Station, Newark Airport, and Elizabeth. Public hearings are scheduled for the cuts on June 12 at One Penn Plaza, Newark (11 a.m. – 2 p.m.) and at the Wayne Municipal Complex on June 13 (5-8 p.m.)
The Lackawanna Coalition believes that coordinated bus and rail service is essential to an effective transportatioin network. All too often, NJT bus and rail services are not coordinated as far as schedules and fare schemes; attention to this could improve ridership on both rail and bus lines.
U.S. Sen. Robert Menendez (D-NJ) has called for bipartisanship rather than politics as Washington lawmakers struggle to come up with a compromise on a new transportation bill to fund highway and transit operations and improvements. According to reporting by Malia Rulon Herman in the Daily Record (May 9), Menendez is one of 47 lawmakers from both Houses and both parties who met for the first time on May 8 to try to forge a compromise between House and Senate versions of the bill. Under the Senate version, New Jersey would get the highest public transportation funding ever, $519 million per year, an increase of $63 million; the total funding, including highway, would be $1.5 billion for New Jersey. Public transportation funding continues to be controversial, with Republicans wanting to slash dedicated mass transit funding. Currently, 2.86¢ of the 18.4¢ per gallon federal gasoline tax is reserved for mass transit. Menendez said that he was committed to protecting mass-transit funding.
The Lackawanna Coalition believes that a stable, long-term funding source for transit capital and operating budgets is essential if public transportation is to survive, improve, and satisfy increasing demand for service.
Despite fare increases by New York’s Metropolitan Transportaiton Authority (the Long Island Rail Road, Metro-North, and local transit in New York City) that went into effect at the end of 2010, most New Jersey riders still pay more for a train ride than their counterparts elsewhere.
A study by Lackawanna Coalition member John Bobsin indicates that all rail fares on New Jersey Transit (except for the Atlantic City Rail Line, where fares are lower) are higher than comparable fares in such other commuter-rail cities as Boston, Philadelphia, and Chicago. This holds for monthly commutation fares as well as all single-trip fares.
With the recent fare increase in New York, single-trip fares at peak commuting times are slightly higher than in New Jersey. At other times (midday, evenings and weekends), fares in New York are substantially lower, due to last year’s increase of 47% or more on “off-peak” rail fares on NJT.
The Lackawanna Coalition has questioned the cost-effectiveness of such a large fare increase, especially at times when trains have room for more riders and highways are not crowded, and has called for a return of discounted off-peak rail fares in New Jersey.